Means for cushioning the bodies of railway-cars.



W. P. BETTENDORF, DBGD.

I. W. BETTENDORI, ADMINISTRATOR.

MEANS FOR OUSHIONING THE BODIES 0F RAILWAY CARS.

APPLICATION IILBD MAY 23, 1910.

-. 1 035 47 Patented Aug. 20, 1912.

;a a ldllllllllllldlll-vdllditrdfl: lllfl caLumnA PLANOOIAPH 60.,WASHINGTON. n. C4"

W. P. BETTENDURP, DBCD.

J. w. BETTENDORI, ADMINISTRATOR.

MEANS FOR CUSHIDNING THE BODIES 0F RAILWAY CARS.

APPLICATION FILED my 23, 1910.

1 35,847, Patented Aug. 20, 1912.

4 SHEETS-BHEET 2.

COLUMBIA PLANOOBAPH 60-. vIAsMlNmoN. n. c.

W. P. BETTENDORF, DEGD.

J. W. BETTENDORI, ADMINISTRATOR. MEANS FOR GUSHIONING THE BODIES 0PRAILWAY (JARS.

APPLICATION FILED MAY 23, 1910.

Patented Aug. 20, 1912.

4 EHEETS-BHEET 3.

IIIIL Q. Wveave W. P. BETTENDORP, DEGD.

I. W. BETTBNDORI, ADMINISTRATOR. MEANS FOR GUSHIONING THE BODIES 0FRAILWAY OARS.

APPLICATION TILED MAY 23, 1910. 1,035 ,847. Patented Aug. 20, 1912.

4 BHBETB-BHBET 4.

W I N COLUMBIA PLANOcRAI-Il 60.. WASHINGTON. D. 1:.

UNITED STATES PATENT OFFICE.

WILLIAM P. BETTENIDORF, OF BETTENDORF, IOWA; J. W. BETTENDORF ADMINIS-TRATOR OF SAID WILLIAM P. BETTENDORF, DECEASED.

MEANS FOR CUSHIONING THE BODIES 0F RAILWAY-CARS.

Specification of Letters Patent.

Patented Aug. 20,1912.

Application filed May 23, 1910. Serial No. 562,922.

T 0 all whom it may concern Be it known that l, VILLTAM I. Bnr'rnN-noun, a citizen of the United States, residing at Bettendorf, in thecounty of Scott and State of Iowa, have invented new and usefulImprovements in Means for Cushioning the Bodies of Railway-Cars, ofwhich the following is a full, clear, and exact description.

My invention relates to improvements in railway cars, and iiarticularlyto cars, such as tank cars, in which the load consists of material ormatter that is liable to shift when the car is subjected to a suddenbutting or pulling strain or is in motion.

The object of my invention is primarily to provide a single rolled beamcenter-sill extending from draftrigging to draft-rigging and arranged sothat the web between its longitudinal flanged edges is horizontal.

Another object of my invention is to pro vide means that will permit ofa limited longitudinal movement of the body of the car independent ofthe center-sill and reduce to a minimum the friction caused by suchmovement.

Still another object of my invention is to resist this longitudinalmovement of the ear-body and automatically restore the latter to itsnormal position. This I accomplish by the means hereinafter fullydescribed and as particularly pointed out in the claims.

In the drawings :Figure 1 isa side elevation of one end of a tank-carembodying the improved features of my invention. Fig. 2 is a transversevertical section taken on dotted line 2--2, Fig. 1. Fig. 3 is a planview of a portion of the under-frame of the car with the tank removedand showing onehalf of the body-bolster and the other half with thesuperimposed tank saddle over the body-bolster. Fig. 4C is a verticalcentral section taken on dotted line ib-4t, Fig. 3. Fig. 5 is a sideelevation of a broken away end of a car embodying a modifiedconstruction of the invention. Fig. 6 is a transverse vertical sectionof the same taken on dotted line 66, Fig. 5 drawn to a slightly largerscale. Fig. 7 is a plan view of the centersill, with the bolstersremoved, showing the modified arrangement of the cushioning devices.Fig. 8 is a side edge view of the same. Fig. 9 is a cross section of thecentersill. Fig. 10 is a fragmentary vertical section taken on line10-10, Fig. 2 showing the arrangement of the pockets in thecentor-plate.

For convenience of explanation, I have shown my invention applied to atank car, although it will be understood that with very slightmodification or variation in construction. my improvements can beapplied to a car having a flat bottom whether it be of the freight orpassenger type of cars.

In the drawings A represents a suitable tank, the bottom of which is, inthe transverse vertical plane of the body-bolster, provided with acenter-plate a, and with sideplates B, B, that are securely attachedthereto and constitute the equivalent of a saddleplate with which mosttank cars are provided, in one form or another. The centerplate a has adepending central portion that is, preferably, rectangular, and has itsunder surface horizontal excepting for the two or more transverseinverted corrugations (4 therein. These inverted corrugations oppose andare immediately above corresponding corrugations 0 made in the upperhorizontal surface of a rectangular plateau occupying the centralportion of the body-bolster D, which is, at this point, lower than theplane of the upper part of the end portions of the bolster,substantially as shown. These corrugations a and c correspond in everysubstantial particular, and have rollers I placed between them.

The plates 13, B, have integral triangular portions B built down anddepending there from, and these triangular portions have their undersurfaces in a horizontal plane, excepting for inverted transversecorrugations Z), that correspond in dimensions to the invertedcorrugations in plate a. These latter corrugations are arranged abovecorresponding corrugations Z), I), made in the upper surface of thebody-bolster D between the central roller bearing and the ends thereof,and are supplied with suitable rollers c, c. i

The ends of plates B are provided with outwardly projecting arms E thatextend downward at an angle of about 90 degrees to the members B of thetank, and the ends of these arms terminate in cylindrical bosses, thebores of which, at one end, have longitudinal plunger-s F securedtherein by means of transverse keys 7. Each end of the bolster is madeWider so as to provide a dethereof is horizontal.

pressed transversely elongated seat or pocket 9 for a coiled spring G.This spring is compressed between follower-plates g inserted in the endsof said pockets and these follower-plates are engaged by the adjacentends of the plungers F, F, that are arranged in alinement with the axesof the springs and extend through vertically widened openings j in theends of the cradle.

In operation, when the car is given a sudden pull, or receives a suddenbump, the inertia of the car-body will cause the rollers of therollerbearings to roll up the inclines of the corrugations, and thistendency will be resisted by the compression of spring G in the pocketsin the ends of the bolsters, which latter will compress, and the momentthe force of the shock to the car is spent will expand and assist theweight of the car-body and cause it to return to its original positionof rest, in which latter position the rollers of the roller bearingswill occupy the centers or deepest parts of the corrugations.

In Figs. 5, 6, 7 and 8 I show a modification of my invention. In thismodification the arrangement of the roller-bearings is the same, but thecushioning devices for modifying the shock of the pulling and pushingstrains of the car are located atthe center of length of the car. Thesecushioning devices consist of plates J that are constructed in everyrespect similar to plates B and are provided with the angularlyprojecting arms K that are similar in every respect to the arms E of thepreferred form of my inven tion hereinbefore described. The arms Kterminate in cylindrical bosses in which the shanks of plungers areremovably secured, and these plungers have their free ends passingthrough vertically widened openings in the ends of the pockets M, andengage the follower-plates of a coiled spring cushioning device,which-latter is constructed identically the same as the cushioningdevices of the preferred form of the invention all as hereinbeforedescribed.

I prefer to connect the bolsters of both the preferred and the modifiedconstructions of my invention by a single center-sill L consisting of anIbeam of suflicient size, so arranged that the web connecting theflanges The body-bolsters, which are secured directly to thecenter-sill, have the central portion of their under sides removed, topermit of the passage therethrough of the single I-beam center-sill andthe contours of this removed port-ion conforms to the shape of theupwardly projecting flanges of the I-beam. The under side of the I-beamcenter-sill is, in the transverse plane of the body-bolster, providedwith a filler, N, consisting, preferably, of a cast metal plate, whichextends from flange to flange of the said center-sill, and has anintegral male center-plate n at its center-of length, substantially asshown. The ends of this single I-beam center-sill extend, preferably,beyond the ends of the car-body or tank, and support and have securedupon their ends a suitable draft-rigging box 0 for the cushioningdevices and the car-coupler and its draw-bar, substantially as shown inFigs. 7 and 8 of the drawings. In these figures, these boxes are shownto consist of rectangular castings that fit snugly bet-ween the flangesof the ends of the center-sill, and each to have a central rectangularcompartment, P, for the springs 0, 0, and followerplates p, 7), and anopening for the passage of the draw-bar of the car-coupler, Q, into saidcompartment. The longitudinal sides of compartment P, are provided withsuperimposed retaining-strips q, q, and the mouth of the draw-baropening with a bridge 1", to prevent the vertical displacement of thedraw-bar, and follower-plates, which latter are engaged by the draw-barthrough the medium of the conventional yoke. This draft-rigging box isriveted or otherwise secured to the end portion of the I-beamcenter-sill; and I prefer to provide its rear end with a longitudinallyextending basal flange, for the accommodation of rivets, and toreinforce this flange with a series of vertical webs, substantially asshown. This, or any other style or arrangement of draftrigging, I desireto be considered as contemplated within the scope of my invention.

hat I claim as new is 1. In a railway car, an underframe comprisingbody-bolsters, longitudinally arranged corrugations in the upper surfaceof the center of length of said body-bolsters, a car-body having aslight movement in the direction of its length independent of thebody-bolsters and underframe, plates secured to the underside of saidcar-body having corrugations in their under surfaces opposing andparallel to the corrugations in said bodybolster, and suitable rollersplaced between the corrugations in said body-bolsters and plates.

2. In a railway car, an underframe comprising bodybolsters, the centralportion of the upper surfaces of which are lower than that of theirends, longitudinally arranged corr uggti ons in the upper surface of thecenter of length of said body-bolsters, a carbody having a slightmovement in the direc tion of its length independent of the bodybolstersand underframe, plates secured to the underside of said car-body havingcorrugations in their under surfaces opposed to and parallel with thecorrugations in said body-bolsters, and suitable rollers placed betweenthe corrugations in said body-bolsters and plates.

3. In a railway car, an underframe comprising body-bolsters,longitudinally ar ranged COIlIJlgatlOIlS in the upper surface of thecenter of length of said body-bolsters and at each side of the center oflength thereof, a car-body having a slight movement in the direction ofits length independent of the body-bolsters and underframe, platessecured to the underside of said car-body having corrugations in theirunder surfaces coterminous with and opposed to and parallel with thecorrugations in said body-bolsters, and suitable rollers placed betweenthe corrugations in said body-bolsters and plates.

4. In a railway car, an under-frame comprising body-bolsters,longitudinally arranged corrugations in the upper surface of the centerof length of said body-bolsters and at each side of the center of lengththereof, a car-body having a slight movement in the direction of itslength independent of the body-bolsters and underframe, a cushion-devicefor limiting the movement of the car-body, plates secured to theunderside of said car-body having corrugations in their under surfacescoterminous with and opposed to and parallel with the coi ugations insaid body-bolsters, and suitable rollers placed between the corrugationsin said body-bolsters and plates.

5. In a railway car, an under-frame com prising body-bolsters,longitudinally arranged corrugations in the upper surface of the centerof length of said body-bolsters, a car-body having a slight movement inthe direction of its length independent of the body-bolsters andunder-frame, plates secured to the underside of said car-body havingcorrugations in their under surfaces opposed to and parallel with thecorrugations in said body-bolsters, suitable rollers placed between thecor i gations in said body-bolsters and plates, and a cushioning devicefor limiting the independent movement of said car-body.

6. In a railway car, an underframe comprising body-bolsters, the centralportion of the upper surfaces of which are lower than that of theirends, longitudinally arranged corrugations in the upper surface of thecenter of length of said body-bolsters, a carbody having a slightmovement in the direction of its length independent of the bodybolstersand underframe, plates secured to the underside of said car-body havingcorrugations in their under surfaces opposed to and parallel with thecorrugations in said body-bolsters, suitable rollers placed between thecorrugations in said body-bolsters and plates, and a cushioning devicefor limiting the independent movement of said car-body.

7 In a railway car, an under-frame comprising body-bolsters havinglongitudinally elongated pockets in their ends, springs inserted in saidpockets, a car-body having a slight longitudinal movement independent ofsaid underframe, means secured to and depending from said car-body andengaging said springs, and roller bearings interposed between saidcar-body and the ends of said bolsters next said pockets, and at thecenter of length of said bolsters.

8. In a railway car, an under-frame comprising body-bolsters havingtransverse pockets in the ends thereof, and a car-body adapted to have aslight longitudinal movement independent of said bolsters, springsplaced in said pockets, and means secured to and depending from saidcar-body and adapted to engage said springs.

9. In a railway car an under-frame comprising body-bolsters, cushioningdevices arranged in the ends thereof and transverse thereto, a car-bodyadapted to have a slight longitudinal movement independent of saidbolsters, and means secured to and depending from said car-body adaptedto engage said cushioning devices.

10. In a railway -ar an underframe comprising body-bolsters havingt-ansversely elongated pockets in the ends thereof, springs arrangedtherein, a 'ar-body adapted to have a slight longitudinal movementindependent of said body-bolsters, arms secured to and depending downfrom said carbody, and plungers secured in said arms and extendingthrough the perforate ends of said pockets and engaging said springs.

11. In a railway car, an underframe comprising body-bolsters havingtransverse pockets in the ends thereof, springs placed in said pockets,a car-body having a slight longitudinal movement independent of saidunderframe, means secured to and depending from said car-body andadapted to engage said springs, roller bearings located under saidcar-body and consisting of corrugations in the upper surface of thecenter of length of said body-bolsters, plates secured to the undersideof said car-body having corresponding corrugations in their undersurfaces, and suitable rollers placed between said roller-bearings andsaid plates.

12. In a railway car, an underframe comprising body-bolsters, cushioningdevices arranged in the ends thereof, a car-body having a slightlongitudinal movement independent of said under-frame, means secured toand depending from said car-body adapted to engage said cushioningdevices, rollerbearings located under said ear-body and consisting ofcorrugations in the upper surface of the center of length of saidbodybolsters, plates secured to the underside of said car-body, havingcorresponding corrugations in their under surfaces. and suitable rollersplaced between said roller-bearings and said plates.

13. In a railway car, an underframe comprising body-bolsters havingtransversely elongated pockets in the ends thereof, springs arrangedtherein, a car-body having a slight longitudinal movement independent ofsaid under-frame, arms secured to and depending down from said car-body,plungers secured in said arms and extending through the perforate endsof said pockets and engaging said springs, roller-bearings located undersaid car-body and consisting of corrugations in the upper surface of thecenter of length of said body-bolsters, plates secured to the undersideof said car-body, having corresponding corrngations in their undersurfaces, and suitable rollers placed between said roller-bearings andsaid plates.

14. In a railway car, an underframe comprising bodybolsters, cushioningdevices ar ranged in the ends of the same, a car-body having a slightlongitudinal movement independent of said underframe, means secured toand depending from said car-body adapted to engage said cushioningdevices, each of said bolsters having corrugations in its upper surfaceat its center of length and at each side of its center of length andsaid car-body having suitable plates secured to its bottom havinghorizontally disposed surfaces having inverted corrugations thereincoterminous with and opposed to those in said bolsters, and rollersinterposed between said corrugated surfaces of the plates and bolsters.

15. In a railway car, an underframe comprising body-bolsters, havingtransversely elongated pockets in the ends thereof, springs arrangedtherein, a car-body having a slight longitudinal movement independent ofsaid underframe, arms secured to and depending down from said car-bodyand plungers secured in said arms and extending through the perforateends of said pockets and engaging said springs, each of said bolstershaving corrugations in its upper surface at its center of length and ateach side of its center of length, and said carbody having suitableplates secured to its bottom having horizontally disposed surfaceshaving inverted corrugations therein coterminous with and opposed tothose in said bolsters, and rollers interposed between said corrugatedsurfaces of the plates and bolsters.

16. In a railway car, an underframe comprising body-bolsters, havingtransverse pockets in the ends thereof, the ends of which pockets haveopenings, the vertical diameters of which are greater than thehorizontal, and said bolsters having longi tudinal corrugations in theirupper surfaces adjacent to said pockets, in combination with a car-bodyhaving a slight longitudinal movement independent of said underframe andsaddle plates secured to the underside of said car-body each havingintegral arms depending downward therefrom and having a dependingenlargement mediate said arms, the horizontal under surface of which isprovided with corrugations corresponding to and coterminous with thecorrugations in the bolster, springs in said pockets, plungers securedin said arms and extending through the openings in the ends of saidpockets and engaging the springs therein.

17. In a railway car, an underframe comprising body-bolsters, acenter-sill connecting the same, a car-body having a slight longitudinalmovement independent of said. under-frame, roller-bearings located undersaid car-body and consisting of corrugations arranged transversely tothe length of the car in the upper surface of the center of length ofsaid body-bolster, plates secured to the underside of said car-body,having corresponding transverse corrugations in their under surfaces andsuitable rollers placed between the same.

18. In a railway car, an underframe comprising body-bolsters acenter-sill connecting the same, a car-body having a slight longitudinalmovement independent of said underframe, each of said bolsters havingcorrugations in its upper surface at its center of length and at eachside of its center of length said corrugations arranged transversely tothe length of the car and said car-body having suitable plates securedto its bottom having horizontally disposed surfaces that have invertedtransverse corrugations therein coterminous with and opposed to those insaid bolster, and rollers interposed between said. corrugated surfacesof the plates and bolsters.

19. In a railway car an underframe comprising body-bolsters, acenter-sill connecting the same, a car-body having a slight longitudinalmovement independent of said underframe, a cushioning device forlimiting the movement of said car-body, each of said bolsters havingcorrugations in its upper surface at its center of length and at eachside of its center of length, said corrugations arranged transversely tothe length of the car and said car-body having suitable plates securedto its bottom having horizontally disposed surfaces that have invertedtransverse corrugations therein coterminous with and opposed to those insaid bolster, and rollers interposed between said corrugated surfaces ofthe plates and bolsters.

20. In a railway car, an underframe comprising body-bolsters havingtransverse pockets in the ends thereof and a car-body adapted to have aslight longitudinal movement independent of said bolsters, springsplaced in said pockets, means secured to and depending from saidcar-body and adapted to engage said springs, and a single rolled beamcenter-sill 7 connecting said bodyprlsing body-bolsters havingtransverse pockets in the ends thereof, and a car-body adapted to have aslight longitudinal movement independent of said bolsters, springsplaced in said pockets, means secured to and depending from saidcar-body and adapted to engage said springs.

22. In a railway car, an under-frame comprising body-bolsters,cushioning devices arranged in the ends thereof and transverse thereto,a car-body adapted to have a slight longitudinal movement independent ofsaid bolsters, means secured to and depending from said car-body adaptedto engage said cushioning devices, and a single rolled beam center-sillconnecting said body-bolsters which is so disposed that its web ishorizontal.

23. In a railway car an underframe comprising body-bolsters, cushioningdevices arranged in the ends thereof and transverse thereto, a car-bodyadapted to have a slight longitudinal movement independent of saidbolsters, means secured to and depending from said car-body adapted toengage said cushioning devices, and a single rolled beam center-sillconnecting said body-bolsters.

24. In a railway car, an underframe comprising body-bolsters ha'vingtransversely elongated pockets in the ends thereof, springs arrangedtherein, a car-body adapted to have a slight longitudinal movementindependent of said body-bolsters, arms secured to and depending downfrom said carbody, plungers secured in said arms and extending throughthe perforate ends of said pockets and engaging said springs, and asingle rolled beam center-sill connecting said body-bolsters.

In witness whereof I have hereunto set my hand this 19th day of May, A.D., 1910.

W'ILLIAM P. BETTENDORF.

Witnesses:

A. B. FRENIER, O. C. S'rAnY.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

